Railway traffic-controlling system.



PATENTED SEPT. 17, 1907 d. W. COLEMAN. RAILWAY TRAFFIC CONTROLLINGSYSTEM.-

APPLICATION TILED JAN. 10. 1907.

4' SHEETS-SHEET 1.

witnesses No. 866,261. PATENTED SEPT. 17, 1907.

G. W..GOL'EMAN.

RAILWAY TRAFFIC CONTROLLING SYSTEM.

APPLICATION FILED um 10, 1907.

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PATENTED SEPT. 17, 1907.

C. W-GOLBMAN. RAILWAY TRAFFIC CONTROLLING SYSTEM.

APPLIOATIOH FILED JAN. 10, 1907.

4 SHEETBBHEBT 3.

Qmilmeooeo No. 866,261. 7 PATENTED SEPTi 17. 1907.-

o. w. COLEMAN.

RAI LWAYTRAFFIG CONTROLLING SYSTEM.

APPLICATION FILED JAN. 10.1907.

4 SHEETS-SHEET 4.

d k- 9) A 34 q Vi/tneooeo 54400141 fez @ZMw /K W W I d fluomau v UNITEDsTATEs PATENT OFFICE.

CLARENCE W. COLEMAN, OF WESTFIELD, NEW JERSEY, ASSIGNOR TO THE HALL'SIGNAL COMPANY, A CORPORATION OF MAINE.

RAILWAY TRAFFIC-CONTROLLING- SYSTEM.

No. 866,261. Specification of Letters Patent. Patented Sept. 17, 1907.

Application filed anuary 10, 1907. Serial No 351,616

To all whom it may concern: My invention also includes various detailsof con- Be it known that I, CLARENCE W. COLEMAN, a citistructionhereinafter particularly described. zen of the United States, residingat Westfield, in the In the embodiment of my invention shown in thecounty of Union and State of New Jersey, have inaccompanying drawings,home and distant semavented certain new and useful Improvements inRailphores are located at the rear end of each block of a 60 wayTraffic-Controlling Systems, of which the follow railway 'line, therails of the railway track are ining is a specification, reference beinghad therein to cluded in the line circuit and form the conductors theaccompanying drawings, forming a part thereof. along the railway line,the home semaphores are' actu- My invention relates to signaling systemsand apated by currents of either direction in the line circuit paratusfor controlling traffic upon railways. and the distant semaphores areactuated by currents 65 In one system of standard practice a distantsignal is of one direction only in such circuit, thesignal-actuatcontrolled by a home signal belonging to the next ingcircuit or line circuit is controlled by a poleblock in advance. One wayin common use of effectchanger or circuit controller located at thefront end ing such control is by having a signal-controlling. cirof eachblock, the pole-changer being actuatedfby a cuit common to both the homeand distant signals, the spring, and the spring being put under tensionby or 70 home signal being responsive to currents ofeitherdisimultaneously and in conjunction with the actuation rection in thecircuit and the distant signal being reof the home semaphore located atthe rear endof the sponsive to currents of one direction only in thecirnext block ahead. cuit, the current being reversed in direction by ai I will now particularly describe the system and appole-changeractuated in conjunction with the actuaparatus embodying my inventionwhich areshown' in 75 tion of the home signal, the home signal beingdirectly the accompanying drawings, and will thereafter'point controlledby the presence or absence of a railway out my invention in claims.vehicle in the block to which it belongs. In such a Figure 1 is adiagram showing a system in which system a defect of operation whichpresents itself is .normal clear signals are located at the rear end ofeach that during the time of stoppage of the current as it block. Fig.2' is a plan view of the pole-changer or 8.0 is being reversed in thecircuit, the home signal, reversing switch of the signalingapparatus.Fig. 3 is owing to such stoppage in the current, will have a anelevation viewed from the left of Fig. 2 and with tendency to change itsindication and thus give a the parts in the same phase of operation.Fig. 4 is a wrong indication. For example, in a normal clear similarview with the front end bearing removed, and

system, when the current is reversed to clear the disthe parts in adifferent phase. Fig. 5 is an elevation 85 tant signal, the home signalhaving already been viewed from the right of Fig. 2 and showing yetancleared, the home signal might go to the danger poother phase ofoperation. Fig; 6 is a sectional elevasition just ahead of anapproaching train, when it tion taken on the line x'x of Fig. 2 viewedfrom the should show clear. The way heretofore adopted to right, andshows particularly the springcarrier, the

overcome this difiiculty has been the employment of spring, and the bossand lug of the rocking disk, the 90 slow-acting clutch-magnets orslowacting relays in parts being in the same phase as in Fig. 5; Fig; 7is a connection with the home signal apparatus, such a detail view ofthe spring carrier. Fig. 8 is a detail magnet sustaining a circuit longenough to prevent view of the rocking disk. the home signal fromchanging its indication during The construction and operation of theembodiment the stoppage of current above mentioned. However, of myinvention illustrated will nowbe described in 95 it is not safe to havesuch a slow-acting magnet adapted detail. to hold for more than onesecond, for the reason that The diagram Fig. 1 represents threesuccessive heme. such a magnet cannot be made sufliciently delicateand-distant signaling apparatuses, B, C and D, loand would be liable tohold for too long. Also the cated substantially at the terminianddemarcating sucmore slow-acting a magnet is the more expensive it is,cessive signaling blocks or sections A, B, C and D of a v 100 making itdesirable to use a less slow-acting magnet. I railway line. In the blockD and in advance of the One of the objects of my invention is toeffectively signal D, I represent a train T, the direction of trafiicovercome, in an economical manner, the difficulty 1 beingirom left toright, as indicated by the arrow x.

above mentioned. 0 The track rails of the respective signaling blocksare in- My invention also has other objects and advantages sulated fromeach other, as indicated. In the system .105

which will appear from the following description. shown, and in whichthe present invention is'incorpo- My invention includes improved meansto effect a rated, the track rails constitute the only electric conquickreversal of current for the purpose of Causing a ductors between thesuccessive signaling apparatuses, magnet to again quickly pick up itsarmature before a such a system being known as a wireless system,

semaphore has time to change its indication. but it is tobe understoodthat myinvention could be v v quired for clearing both signals.

embodied in systems not thus characterized, and also in systemsdifferentiated in other respects from that shown.

As the various signaling apparatuses are all identical, a description ofone will suflice for all. At the apparatus B, l and 2 are respectivelythe home and distant signal semaphores. As there is no train in theblock B, the home signal 1 shows the clear indication, and as there isalso no train in the block 0, the distant signal 2 also shows the clearindication. Each signaling apparatus includes a semi-polarized relay,that is, a relay having two armatures, one of which is polarized and oneof which is non-polarized. Such arelay for the apparatus at B isrepresented at 3 and has a nonpolarized armature 4 and a polarizedarmature 5 The terminals of the relay 3 are connected by wires 6 and 7respectively with the rails 8 and 9 of the block B. When the currentflows in one direction through the coils of the relay 3 it will attractand hold up both of its armatures, and when the current flows in theopposite direction it will hold up only the nonpolarized armature 4 Thehome and distant signals 1 and 2 are held clear through having theiractuativeand-retaining electro-mechanisms responsive to currents fromthe battery 10, the connections to the battery being established for thehome-signal through wires 11 and 12 leading respectively to the contactstop 13 and to the movable contact arm or non-polarized armature 4", andconnections to the battery being established for the distant-signalthrough wires 14 and 15 leading respectively to the contact stop 16 andto the movable contact arm shown as constituting the polarized armature5 The evident results are that both the home and distant signals will becleared and held clear' when a current of a certain direction throughthe coils of the relay 3 causes both of the armature contact arms to beheld up against their respective contact stops; that both signals, asthey have a normal bias to danger, will stand at danger when no currentflows through the relay coilsj and that only the home signal the relaycoils is in the opposite direction to that re- The relay 3* receives itsenergizing current from a track battery 17, located at the forward endof block B, and connected through a circuit-controller or pole-changer18, by wires 19 and 20", respectively, to rails 8 and 9 The trackbattery 17 and p0lechanger 18 are located at the forward end I of blockB, and form, by virtue of their location, a part of the signalingapparatus 0, though virtually and operatively belonging to block B andhaving to do with the traffic control of the block 13, and havingnothing to do with the traffic control of the block 0. The pole-changer18 is operatively controlled in conjunction with the operation of thehome signal 1, and, for the sake of simplieity in the diagram, is shownas operated thereby through a connecting rod 21 connected to the rockingarm 22 of the pole-changer 18. The pole-changer or circuit controller isshown in Fig. 1 merely in diagrammatic outline, and a certain specificconstruction there- I of, to be described presently, is illustrated inthe other contact stops 23 and 24 and to upper contact stops 2 5 and 26.Switch blades or movable contact terminals 27 and 28 are adapted toengage respectively with either the lower or upper contact stops and arerespectively electrically connected to the respective track rails 8 and9 of the block B by the wires 19 and 20. In the diagram the contactfingers 27 and 28 are shown as rigidly attached to a pivoted springcarrier 29, but insulated therefrom. The rocking arm 22 has a commonpivot with the spring carrier and is operatively connected therewiththrough the medium of a coiled spring 30 anchored at its opposite endsto the rocking arm and to the spring carrier respectively. The springcarrier has a lug 31 in the path of the rocking arm, so that the springcarrier is actuated positively by the rocking arm in one direction ofits movement. The spring carrier also has a lug 32 adapted to be engagedby a pawl 33. when the spring carrier has been rocked in a clockwisedirection, as viewed in Fig. 1, by the rocking arm engaging with the lug31. This corresponds with the danger position of the home signal. Thesepositions of the parts may be seen at D, as all of the pole-changingcircuit controllers in the system are of the same construction.

The engagement of the pawl with the corresponding lug of the rocking armlocks the contact fingers in contact with the upper contact stops of thetrack battery, as represented in the diagram. The free end of the pawllies in the path of the rocking arm at a point near to the limit of itsupward movement, so that as the rocking arm moves in a counter-clockwisedirection, the spring is first put under tension, without any movementof the spring carrier and contact fingers taking place, and then, justbefore the limit of movement of the rocking arm is reached, the free endof the pawl or detent is engaged thereby and the pawl lifted out ofengagement with the coacting lug, thereby causing the spring carrier tobe turned in a counter-clockwise direction by the spring and to move thecontact fingers so as to break the battery circuit at the upper contactstops and to make a circuit through the lower contact stops, thusreversing the polarity of the battery in reference to the wires leadingto the track rails. These phases of the parts, corresponding to theclear position of the home signal, may be seen at B and C. It thusbecomes evident from the above that the pole-changing circuit controlleris actuatedpositively in one direction in conjunction with the movementto danger position of the collocated home signal semaphore, and that itis actuated in the opposite direction in conjunction with the movementto clear position of the collocated home signal semaphore, the coiledspring first being put under tension and then released to effect thelast named actuation.

The specific construction of the circuit controller shown as employedwill now be described, after which the complete operation of the systemwill be given. Reference will be had to Figs. 2 to 8 inclusive, and alsoto Fig. 1, the mechanisms collocated at 0 being referred to as examplesof all. An L-shaped bracket 34 supports a base 35, of insulatingmaterial, and also provides a bearing for one end of a shaft 36 and isprovided with means for attachment to the signal apparatus, as, forexample, screws, one of which appears at 37. The other end of the shaft36 has a bearing in a bracket 38,

shown as attached to the bracket 34 by screws 39. The insulating base 35supports two spring switch-blades or movable contact terminals 27 and28, corresponding to the movable contact terminals 27 and 28 shown inthe diagram of Fig. 1, and are provided with binding posts 40 and 41 towhich we may consider that the two wires.

19 and 20, for example, are respectively connected. The base 35 alsosupports two pairs of lower jaws or stationary contact terminals 26 and25 corresponding to the upper stationary contact stops 26 and 25 of thediagram, and are provided with binding posts 42 and 43, for the wiresleading respectively to the positive and negative poles of the trackbattery, such as 17. The base 35 carries also brackets 44 and 45, whichsupport upper jaws or stationary contact terminals 24 and 23,respectively, corresponding with the lower contact stops 24 and 23 at O,and are provided with binding posts 46 and 47, for the wires leadingrespectively to the negative and positive poles of the track battery, as17. The upper jaws 23 and 24 are insulated from their supporting bracket44 by insulating plates 48. It is apparent from the above that the upperstationary jaws are respectively connected to wires of opposite polarityfrom the corresponding lower stationary jaws, it being also apparentthat this will result in reversing the bat tery current through theswitch-blades and the wires connected thereto when the switch-blades aremoved from engagement with one set of the stationary contact jaws toengagement with the other set.

A spring carrier or case 29 is loosely rotatably mounted upon the shaft36 and has two diametrically opposite lugs 31 and 32 and also has asleeve 49 extending along the shaft 36. Switch-blade-actuating crankarms50 are fixed upon the sleeve 49, as by clamping bolts 51, and arerespectively connected by insulating links 52, with the switch blades 27and 28. When the spring carrier is rocked the switch-blades will bemoved from engagement with one set of stationary contact jaws intoengagement with the other set.

A rocking disk 22, having a boss or hub 53, is shown as fixed upon theshaft by a pin 54 passing through the shaft and through the boss 53 atthe hole 55. The rocking disk 22 has a radial arm 56,-and the arm 56 hasa laterally projecting lug 57 on the side next to the boss 53, and theradial arm has on the side opposite to the lug a crank-pin 58. Aconnecting rod 21 is pivoted upon the crank-pin 58, and the power foractuating the rocking disk is supplied through this connecting rod inconjunction with a movement of the home signal. The boss 53 of therocking disk 22 extends within the cup-shaped spring carrier 29, and theradial lug 31 of the spring carrier lies inrthe path of the lateral lug57 of the rocking disk. A switch-blade-actuating coiled spring 30 islocated within the spring carrier and is anchored thereto and to the hub53 of the rocking disk, the direction in which the spring is coiledbeing such that, ii the spring carrier be stationary, the spring will beput under tension or wound by a counterclockwise rotation of the rockingdisk when viewed from the crank pinside thereof. Such counter-clockwisemovement will be produced by an upward movement of the connecting rod21. While the spring is being putunder tension the spring carrier isprevented from rotating by a pawl 33 pivoted on an extension of thebearing bracket 34 and engaging the lug 32 of the spring carrier. Thefree end of the pawl 33 is curved downward and lies in the upward pathof the lug 57 of the rocking disk at a point nearly at the limit ofmovement of the rocking disk, so that as the connecting rod 21 movesupward the spring is first wound by the rotation of the rocking disk andthen, just before the connecting rod has reached the limit of itsmovement, the lug 57 will strike the end of the pawl 33 and lift thepawl clear ofthe'lug 32 on the spring carrier, thus permitting thespring to rotate the spring carrier. When the spring carrier is thusrotated by the spring the switch blades 27 and 28 will be moved out ofengagement with the lower set of stationary contact jaws and intoengagement with the upper set of stationary contact jaws, with theeffect, as already described, of reversing thepolarity of the trackbattery, such as 17, with relation to the track rails 8'? and 9 andtherefore with relation to the semi-polarized relay 3, controlling thehome and distant signals at B The upward position of the connecting rod21 corresponds to the clear position of the home signal. As shown, thearrangement is such that when the connecting rod is up, as may be seenat G, the semi-polarized signalcontrolling relay attracts both of itsarmatures, as seen at B. It has hereinbefore been pointed out that whenboth of the armatures of one of the signal-controlling relays areattracted that the collocated home and distant signals will be held atthe clear positions, indicating at least two blocks clear.

When a home signal goes to the danger position, the connecting rod 21will be moved downwardly in conjunction therewith, rotating the rockingdisk in the opposite direction, and causing the lug 57 of the rockingdisk to engage with thelug 31 of the spring carrier, thereby directlyrotating the spring carrier which in turn will move the switch blades 27and 28 out of engagement with the upper set of stationary contact jawsand into engagement with the lower set of stationary contact jaws, thussupplying current to the semi-polarized signal-controlling relay,located with the signaling apparatus at the block next in rear, in adirection such as to influence the relay to attract only itsnon-polarized armature. As previously pointed out, when only thenon-polarized armature of a signal-controlling relay is attracted, onlythe collocated home signal will be held at the clear position, while thecollocated distant signal will remain at danger, thus indicating onlyone block clear, as may be seen at O. Taking the polechanging circuitcontroller diagrammatically shown at G as an example of the others, itshouldbe stated that the diagrammatic parts as numbered correspond inidentity and function to the parts indicated by like numerals withoutthe affixed letter 0 in the other figures of the drawings.

Having reference now to the operation oi the complete system, as shown,it will be noted that the presence of the train T in the block D forms ashunt circuit of low resistance bridging the rails 8 and 9 and that thesignal-controlling relay 3*, located at D, is for that reasondeenergized. When the relay 3 is deenergized the collocated home anddistant signals 1 and 2 will stand at danger, for reasons alreadyexplained, near the beginning of this description. When the train Tpassed from block B into block 0, the home anddistant signals at G bothwent from the clear position to the danger position, in the same manneras just explained in reference to the signals at D, thesignal-controlling relay 3 being short circuited and deenergized,releasing both of its armatures. When the rear end of the train haspassed from block G into block D, the electric circuit is reestablishedthrough the coils of the relay 3, as they will then receive current fromthe battery 17, but the current will pass through the coils in anopposite direction to what it did when the home signal 1 was at clear,because when the home signal 1 went to danger it actuated the circuitcontroller 18 to reverse the polarity of the connections of the battery17. As already explained, when the circuit controller is actuated inconjunction with the collocated home signal going to danger, thedownward movement of the connecting rod 21 causes the lug 57 of therocking disk 22 to engage with the lug 31 of the spring carrier 29 topositively rock. the spring carrier and consequently to positively movethe switchblades 27 and 28 When the home signal 1 stands at danger,current will flow through the coils of the relay 3" in a direction thatwill cause them to pick up the non-polarized armature contact 4 withoutpicking up the polarized armature contact 5. As the polarized armaturecontact 5 controls the distant signal, it is evident that this signalwill remain at danger. As the non-polarized armature contact 4 controlsthe ,home signal, it is evident that the home-signalsemaphoreactuative-and-retaining electro-mechanism will be actuated toclear the home signal 1. When the train 1" passes out of the block Dinto the block ahead, the home signal 1 will be cleared in the samemanner. As previously explained, wh on a home signal is cleared, the rod21 connected to the collocated circuit controller is moved upwards inconjunction with the movement to clear of the home signal, and thespring 30 is first put under tension and then released, the spring thenmoving the switch blades 27 and 28 to their opposite positions, and asmay be seen in Fig. 4 and at B and C in Fig. 1. When the circuitcontroller 18 is actuated in this manner, the polarity of the battery 17relatively to the terminals of the relay 3 will be reversed. When theoppositely directional current has been established through the coils ofthe relay 3, it will then pick up its polarized armature 5, and thedistant signal 2 will be cleared, as may be seen in the case of thedistant signal 2 at B. It is evident that there will be a momentarycessation of current through the coils of the relay 3 during the timethat the current is being reversed. During this time the non-polarizedarmature contact 4 will not be attracted and will. open the circuit ofthe home-signal semaphore-actuative-and-retaining electro-mechanism atthe contact terminal 13, and it is also evident that the armature 4 willbe picked up again and close this circuit as soon as the current in theopposite direction has been estab lished. Should the circuit controlledby the armature 4 remain open for any appreciable length of time, it isevident that the home signal 1 would go to danger, when it should beheld at clear. Therefore, it becomes necessary that the relay 1 shouldagain pick up its armature 4 before the home signal 1 has time to changerod 21 in conjunction with the movement of the cellocated home-signalfrom danger to clear, the actuation would be too slow to enable thesignal controlling relay at the block in rear to pick up itsnon-polarized armature sufficiently quickly to accomplish the desiredresult, the home-signal being actuated comparatively slowly by itsactuative electro-mechanism. Therefore, I provide means adapted to actupon the polechanger, in conjunction with the movement of thehome-signal from danger to clear, to move such polechanger much morequickly than it could be moved by the connecting rod 21 directly. I haveshown such means in the spring 30. Therefore, by virtue of this spring,the circuit controller or pole-changer may be designated asnap-pole-changer. Therefore, as the home-signal 1 is moved from thedanger to the clear position, the connecting rod 21 will move therocking arm 22 upward, and as the spring carrier 29 is prevented fromrotating by the pawl 33 being engaged with the lug 32, the spring 30will be put under tension, and as the arm 22 continues to move upward itwill strike the free end of the pawl 33 which lies in its path, and inits further movement will raise the pawl free from the lug 32 and permitthe spring to rock the spring carrier 29, thereby moving the switchblades or contact fingers 2'7 and 28 to their other position, as may beseen in the case of the apparatus located at G. On account of the slightfriction of the rockable spring carrier and the sudden release of thespring carrier by the pawl, the snap-pole-changing action takes placevery quickly. It is thus seen from the foregoing that the circuitcontrollers shown diagrammatically in Fig. 1 embody the same principlesand operate in the same manner as the circuit controller illustrated indetail in the other figures of the drawings and in fact are to be 100 Nosnap action of the circuit controller is necessary 110 in the oppositedirection of its movement, for the reason that at the time when any homesignal is left free to go to danger by a train entering thecorresponding block from the block in rear, both signals at the block inrear are already at danger and therefore would not be 1 15 I affected byopen circuits, the effect being that the home signal at the block inrear would be thereby delayed in being brought to clear. As a signalgoes to danger more quickly than it is brought to clear, such normalspeed of movement to danger of the home sig- 120 nal answers allpractical purposes for clearing the home signal at the block next inrear.

It is obvious that various modifications may be made in the constructionshown and above particularly described within the principle and scope ofmy inven- 125 tion.

I claim 1.. In a railway traflic controlling system, the combination ofa stationary contact terminal, a movable contact terminal, anoscillatable part for actuating the movable 130 This insures that thedistant signal terminal, a spring connected to said part, a pawl forholding said part from rotating while the spring is being put undertension, a rocking arm for putting the spring under tension and thentripping the pawl, traifiocontrolling apparatus, and means forconcurrently actuating the traffic-controlling apparatus and the rockingarm.

2. In a railway tralfic controlling system, the combination of a trailiccontrolling apparatus, a rocking arm actuated concurrently with theactuation of such apparatus, a spring-carrier, a pivot in common for therockingarm and for the spring-carrier, a spring anchored to thespring-carrier and to the rocking-arm, the rocking-arm being engageablewith the spring-carrier to rock the spring-carrier in one direction ofmovement, the springcarrier being adapted to be rocked in the oppositedirection by the spring, a pawl engageable with the springcarrier tohold the spring-carrier from rotating while the spring is being putunder tension, the rocking-arm being adapted as it is rocked in theopposite direction to first put the spring under tension and then toengage with and trip the pawl to release the spring, a stationarycontact-terminal, and a movable contact-terminal coiiperating therewithand actuatable by the spring carrier.

3. In a railway traffic controlling system, the combina tion of atraflic controlling apparatus, a rocking arm actuated concurrently withthe actuation of such apparatus, a spring-carrier, a pivot in common forthe rockingarm and for the spring-carrier, a spring anchored to thespring-carrier and to the rocking-arm, the rocking-arm being engageablewith the spring-carrier to rock the springcarrier in one direction ofmovement, the springcarrier being adapted to be rocked in the oppositedirection by the spring, a pawl engageable with the spring carrier tohold the spring-carrier from rotating while the spring is being putunder tension, the rocking-arm being adapted as it is rocked in theopposite direction to first put the spring under tension and then toengage with and trip the pawl to release the spring, two stationarycontactterminals, and a movable contactterminal alternately engageablewith the respective stationary contactterminals, such movable contactterminal being actuatable by the spring-carrier.

4. In a railway traflic controlling system, the combination of a fixedcontact-terminal, a second fixed contactterminal, a movablecontact-terminal engageable alternately with each of the two fixedcontact-terminals, an oscillatable part for actuating the movablecontact-terminal, a spring connected to said part for moving said partin one direction, a pawl for holding said part from rotating while thespring is being put under tension, a rocking-arm movable in onedirection to first put the spring undertension and then trip the pawl topermit the spring to move the movable contact-terminal out of engagementwith one of the fixed contact-terminals and into engagement with theother fixed contact terminal, and movable in the opposite direction torestore said part and the movable contact terminal to their originalpositions, a traflic controlling apparatus, and a connecting-rod foractuating the rocking-arm and actuated in conjunction with the actuationof the traffic controlling apparatus.

5. In a railway traffic controlling system, the combination of a tratficcontrolling apparatus, a connecting-rod actuated in conjunction with theactuation of such apparatus, a rocking-disk actuated by theconnectinga-od, a shaft upon which the rocking-disk is fixed, aspring-carrier loosely mounted upon the shaft and having a sleeveextending along the shaft, a spring anchored to the spring-carrier andalso anchored to the rocking-disk, the rocking-disk being engageablewith the spring-carrier to rock the spring-carrier in one direction ofmovement, the spring-carrier being adapted to be rocked in the oppositedirection by the spring, a pawl engageable with the spring-carrier tohold the springcarrier from rotating while the spring is being put undertension, the rocking disk as it is moved in the opposite direction beingadapted to first put the spring under tension and then to engage withand trip the pawl to release the spring, a crank-arm fixed upon thesleeve of the spring-carrier, a movable contact terminal, a linkconnecting the crankarm and the movable contact-terminal, and twostationary contact-terminals with which the movable contactterminal isrespectively alternately engageable.

In testimony whereof I have affixed my signature in presence of twowitnesses.

CLARENCE W. COLEMAN.

Witnesses HENRY D. WILLIAMS, WM. ASHLEY KELLI.

